JP2748642B2 - Control device for automatic transmission - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for performing a shift control of an automatic transmission for a vehicle, and more particularly to a control device for an automatic transmission capable of switching between an automatic shift and a manual shift. It is.

2. Description of the Related Art As is well known, an automatic transmission is configured such that a transmission path of a driving force in a gear train constituted by a planetary gear mechanism or the like is set to a plurality of shift speeds by changing engagement paths such as clutches and brakes. In order to shift to each gear, a shift valve (switching valve) is operated based on a first signal such as a throttle opening corresponding to an engine load and a vehicle speed or a second signal corresponding thereto. This is performed by supplying or discharging hydraulic pressure to a predetermined friction engagement means. That is, a substantial shift is performed by the switching operation of the shift valve. Therefore, if these shift valves are switched based on a manual operation, a manual shift can be performed. An example of a device capable of switching between such a so-called automatic transmission mode and a manual transmission mode is proposed in Japanese Patent Publication No. 48-210.

The automatic transmission mode and the manual transmission mode are selected by the shift lever. When the shift lever is in the first position in which the automatic transmission mode is selected, the automatic transmission mode and the manual transmission mode are selected based on a signal indicating a driving state such as a throttle opening and a vehicle speed. 2nd gear shifting and manual shift mode selected by shift lever
, The first to third speeds of the gears selected in the automatic shift mode are selected by the shift lever.

Problems to be Solved by the Invention Automatic shifting is performed based on the running state of the vehicle as described above, and in many cases, shifting occurs regardless of the driver's intention. It gives a great sense of discomfort. Therefore, even in the above-described conventional apparatus, in the automatic shift mode, each shift speed is set so that shifts do not frequently occur, so that it is normal. On the other hand, since the manual shift is performed based on the driver's intention, the shift timing and the running state may not always match. It is preferable to reduce the torque step before and after the gear shift by reducing the gear ratio. However, in the above-described conventional device, the gear position selected in the automatic gear shift mode is also selected in the manual gear shift mode. Therefore, there is a possibility that the torque step difference before and after the gear shift is large and the gear shift shock is deteriorated. If the gear ratio shock is reduced by reducing the difference in the gear ratio, the gears will be shifted between the smaller gears in the automatic gear ratio even in the automatic gear shift mode.
Shifting frequently occurs, resulting in a so-called busy shift, which may degrade the riding feeling given to the occupant.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a control device for an automatic transmission in which automatic shifting does not become a busy shift and shift shock during manual shifting is improved. It is.

Means for Solving the Problems In order to achieve the above object, the present invention provides an automatic transmission having a gear train that can be set to a plurality of shift speeds according to the engagement / disengagement state of a plurality of engagement means. Mode selection means for selecting an automatic transmission mode and a manual transmission mode in the machine,
Automatic shift output means for selecting a shift stage in accordance with the running state of the vehicle and outputting a shift signal in the automatic shift mode from a predetermined first shift stage sequence, and manually increasing the speed in the manual shift mode A shift speed selecting means for outputting an upshift signal and a downshift signal by a shift operation and a downshift operation, respectively, and selecting a shift speed from a predetermined second shift speed train based on each signal from the shift speed selecting device Manual shift output means for outputting a shift signal by
Hydraulic control means for supplying / discharging hydraulic pressure to / from the engaging means so as to set a gear position indicated by an output signal from the automatic shift output means and the manual shift output means,
Each gear stage is set so that the difference between the gear ratios in the second gear stage is smaller than the difference between the gear ratios in the first gear stage. Things.

In the apparatus according to the present invention, the automatic shifting mode and the manual shifting mode can be selected by the selecting means. By setting the automatic shifting mode, the first shifting stage is selected as the shifting stage, and the manual shifting mode is selected. As a result, the second gear stage is selected as the gear stage. In the automatic gearshift mode, the automatic gearshift output means selects a gearshift from the first gearshift train in accordance with the traveling state of the vehicle, and outputs a gearshift signal to the hydraulic control means to set the gearshift, The oil pressure is supplied to and discharged from the engagement means by the oil pressure control means, and the desired gear is set. On the other hand, in the manual shift mode, an upshift signal is output by upshifting the gear position selecting means, and a downshift signal is output by downshifting.
The manual shift output means, to which the upshift signal or the downshift signal is input, selects the high-speed side or the low-speed side one by one according to the second shift stage, and controls the hydraulic pressure to set the shift stage. A shift signal is output to the means. As a result, the gear train is sequentially set to any one of the second gear stages by supplying and discharging hydraulic pressure from the hydraulic pressure control unit to the engagement unit. In the case of such an automatic shift and a manual shift, since the difference in the gear ratio in the second gear train is smaller than the difference in the gear ratio in the first gear train, the automatic gear shift does not become a so-called busy shift. In the shift, the torque fluctuation is small, so that the shift shock is good.

Embodiments Next, the present invention will be described based on embodiments.

FIG. 1 is a block diagram showing an example of a basic configuration of the present invention. An automatic transmission A mainly includes a plurality of sets of planetary gear mechanisms to be described later. A gear train configured to set a plurality of gears is provided. In addition, a hydraulic control device that supplies or discharges hydraulic pressure to each friction engagement means to set each gear position
The hydraulic control device 10 is provided with a configuration employed in a conventional general automatic transmission including a hydraulic pump, a pressure regulating valve, a shift valve, an electromagnetic valve, and the like. The hydraulic control device 10 is connected to an electronic control unit 11 that outputs a signal to set each gear position.
11 includes an automatic shift control unit 12 that selects a shift speed according to a running state such as a throttle opening θ and a vehicle speed V and outputs a shift signal, and a signal output by operating a shift lever 13. And a manual shift control unit 14 for selecting a shift speed and outputting a shift signal. The speed change sequence selected by the automatic speed change control unit 12 and the speed change sequence selected by the manual speed change control unit 14 are partially common but different as a whole, and are selected by the manual speed change control unit 14. The difference between the gear ratios of the gear trains is set smaller than the difference between the gear ratios of the gear trains selected by the automatic shift control unit 12.
The details will be described later.

The shift lever 13 also serves as mode selection means for selecting between the automatic shift mode and the manual shift mode. As shown in FIG. 2, the shift lever 13 is moved forward and backward or left and right to select between the automatic shift mode and the manual shift mode. When the automatic shift mode is selected on the left side of FIG. 2, the vehicle is parked (P), reverse (R), driven (D), third speed (3), second speed (2) Each range of low (L) is selected, and a known manual valve is switched according to them.
Switching between the automatic gearshift mode and the manual gearshift mode is performed in the D range. When the automatic gearshift mode is switched to the manual gearshift mode, the immediately preceding gear is maintained,
The connection with the manual valve is released. The shift lever 13 is connected to the shift speed selector 13a in the manual shift mode.
The upshift signal is output from the speed selector 13a by tilting the upper gear in FIG. 2, and the downshift signal is output from the gear selector 13a by tilting it downward. The data is input to the control unit 14.

FIG. 3 shows an example of the gear train in the automatic transmission A. That is, the example shown here is
This shows an example in which a gear train is composed mainly of three sets of single pinion type planetary gear mechanisms 1, 2, and 3.Each element in the planetary gear mechanisms 1, 2, and 3 is connected as follows. ing. That is, the carrier 1C of the first planetary gear mechanism 1 and the ring gear 3R of the third planetary gear mechanism 3 are connected so as to rotate integrally, and the ring gear 2R of the second planetary gear mechanism 2 and the third planetary gear mechanism 3 And the carrier 3C are connected so as to rotate integrally. The ring gear 1S of the first planetary gear mechanism 1 is connected to the carrier 2C of the second planetary gear mechanism 2 via the second clutch means K2,
The sun gear 2S of the second planetary gear mechanism 2 is connected to the sun gear 2S of the second planetary gear mechanism 2 via the fourth clutch means K4, and the carrier 2C of the second planetary gear mechanism 2 is connected to the sun gear 3S of the third planetary gear mechanism 3.

In addition, as a connection structure of the above-described components, a connection structure employed in a general automatic transmission such as a hollow shaft, a solid shaft, or an appropriate connecting drum can be employed.

The input shaft 4 is connected to an engine (not shown) via a power transmission means such as a torque converter or a fluid coupling, and between the input shaft 4 and the sun gear 1R of the first planetary gear mechanism 1. A first clutch means K1 for selectively connecting the two is provided, and a third clutch means K3 for selectively connecting the two is provided between the input shaft 4 and the sun gear 1S of the first planetary gear mechanism 1. Is provided.

In practical use, each of the above clutch means K1,
~ K4 can be configured as a multi-plate clutch, a one-way clutch or a combination thereof, and there are restrictions on the arrangement of each component, so that a connecting drum or the like is used as a connecting member for each clutch means K1, ~ K4. It goes without saying that an appropriate intermediate member can be interposed.

The second planetary gear mechanism 2 serves as brake means for preventing the rotation of the rotating members in the planetary gear mechanisms 1, 2, and 3 described above.
Brake means B2 disposed between the carrier 2C of the vehicle and a transmission case (hereinafter simply referred to as a case) 6
And a third brake means B3 disposed between the sun gear S of the second planetary gear mechanism 2 and the case 6. As these brake means B2, B3, a multi-plate brake, a band brake, or a configuration in which these are combined with a one-way clutch can be adopted, and these brake means B2, B3 and their brake means B2, B3 It goes without saying that a suitable connecting member can be interposed between the member to be fixed or the case 6.

An output shaft 5 for transmitting rotation to a propeller shaft and a counter gear (not shown) is connected to a ring gear 2R of the second planetary gear mechanism 2 and a carrier 3C of the third planetary gear mechanism 3 which are connected to each other. Have been.

The gear stages that can be set by the automatic transmission A having the gear train and the gear ratios at each gear stage are the first.
It is as shown in the table. These gears are set by engaging the frictional engagement means marked with a circle in Table 1 and releasing the blank frictional engagement means. The shift to these gears is performed by the aforementioned electronic gear. Control unit 11
This is achieved by the hydraulic control device 10 sending hydraulic pressure to a predetermined frictional engagement means to engage the same or to release the pressure by releasing it based on a command signal from the controller. The gear ratios shown in Table 1 are the gear ratios of the planetary gear mechanisms 1, 2, and 3 (ratio between the number of teeth of the sun gear and the number of teeth of the ring gear), and ρ1 = 0.
450, ρ2 = 0.405, ρ3 = 0.405, and the asterisk indicates that they may be engaged. Further, the columns with the symbols... Indicate different engagement / disengagement patterns for setting the gear.

The first shift stage sequence selected in the automatic shift mode among the shift speeds shown in Table 1 is the first speed, the second speed, the third speed, and the fourth speed in which the speed ratio has a relationship close to a geometric series. , Fifth gear,
These shift speeds are selected based on the running state of the vehicle, for example, the throttle opening θ and the vehicle speed V. As the method, for example, as in a conventional general automatic transmission, the throttle opening θ and the vehicle speed V are selected. Is stored in the automatic shift control unit 12 with the parameters as parameters, and each shift speed is selected in accordance with the shift diagram based on data input from a throttle opening sensor and a vehicle speed sensor (not shown). Can be adopted.

On the other hand, the second shift stage selected in the manual shift mode includes all the forward speeds listed in Table 1, and the second speed is interposed between the second speed and the third speed. In addition, the third speed and the third speed are interposed between the third speed and the fourth speed, and as a result, the difference in the speed ratio between these shift speeds is reduced. The shift according to the second shift stage is
Each time the shift lever 13 is tilted upward or downward in FIG. 2, the operation is performed by outputting an upshift signal or a downshift signal from the gear position selecting section 13a. That is, when the upshift signal is output once, the manual shift control unit 14 selects a shift speed one step higher than the current shift speed and sends a shift signal for setting the shift speed to the hydraulic control device 10. Output. For example, when an upshift signal is output while traveling in the third speed, the first clutch means K1, the third clutch means K3, and the second brake means B2 engaged to set the third speed are set. The third clutch means K3 and the second brake means
B2 is released, and a signal is output to engage the second clutch means K2 and the third brake means B3, and the hydraulic control device 10 controls supply and discharge of hydraulic pressure in accordance with the signal, and
As a result, the third speed is set. Conversely, when the downshift signal is output once, the manual shift control unit 14 selects a shift speed one step lower than the current shift speed and sends a shift signal for setting the shift speed to the hydraulic control device. Output to 10. Specifically, when a downshift signal is output while the vehicle is traveling in the third speed, the third clutch means K3 and the second brake means B2 are released, and the fourth clutch means is released.
A signal is output to engage K4 with the third brake means B3, and the hydraulic control device 10 supplies and discharges hydraulic pressure in accordance with the signal, and as a result, the 2.5th speed is set.

In such a manual shift, a combination pattern of engagement / disengagement of the friction engagement means for setting each shift speed shown in Table 1 is stored in the manual shift control unit 14, and an upshift signal or a downshift signal is stored. Each time a signal is input, a signal for engaging or disengaging predetermined frictional engagement means so as to have an engagement / disengagement pattern for setting a shift speed one speed higher or lower than the current shift speed is generated. What is necessary is just to make the structure output.

The procedure of the above-described shift control will be described below with reference to the flowchart shown in FIG.

First, it is determined whether or not the automatic transmission mode is in the D range (step 1). This is a determination as to whether or not the shift lever 13 is on the left side in FIG. 2 and the automatic transmission control unit 12 is in the state of operation in the configuration shown in FIG. 1. If the determination result is "yes", For example, the throttle opening θ and the vehicle speed V
The automatic transmission control unit 12 determines the first
A predetermined gear is selected from the gear sequence (step 2),
A shift signal is output to the hydraulic control device 10 to set the shift speed (step 3), and the hydraulic control device 10 supplies or discharges the hydraulic pressure to or from the friction engagement means so as to set the shift speed. Thus, a shift is executed (step 4).

On the other hand, if the decision result in the step 1 is "NO", the process proceeds to a step 5 to decide whether or not the manual shift mode is set. This is a determination as to whether or not the shift lever 13 is on the right side of FIG. 2 and is in a state capable of outputting an upshift signal or a downshift signal.
If this is the case, the present control is terminated, and if "yes", the manual shift control section 14 is made operable, and the above-described second shift stage is selected as the shift stage (step 6). In this state, if an upshift signal is output from the speed selector 13a ("YES" in step 7), an upshift is executed (step 8). That is, the hydraulic control device 10 supplies the hydraulic pressure based on the signal input from the manual transmission control unit 14 so that the engagement / disengagement pattern of the friction engagement means for setting the shift speed one step higher than the current shift speed is established. Eliminate. If a downshift signal is output from the speed selector 13a, that is, if the result of the determination in step 7 is "no" and the result of the determination in step 9 is "yes", the downshift is executed (step 10). That is, the hydraulic control device 10 supplies the hydraulic pressure based on the signal input from the manual transmission control unit 14 so that the engagement / disengagement pattern of the friction engagement means that sets the shift speed one step lower than the current shift speed. Eliminate. If the result of the determination in step 9 is "NO", neither the upshift signal nor the downshift signal is output in the manual shift mode, so that the current shift stage is maintained (step 11).

Therefore, according to the control device for an automatic transmission described above,
In the automatic shift mode, five forward gears are performed, and the gear ratios of the respective gears are close to a geometric series. Further, the difference between the gear ratios is set to a somewhat large value. Therefore, a smooth shift can be performed without generating a busy shift feeling. In the manual shift mode, the forward speed is eight in total, and the difference in the speed ratio between the second speed and the fourth speed is small, so that the shift can be performed with little shift shock.

As will be apparent from the above description, the present invention relates to the second shift stage having a smaller shift ratio than the first shift stage in which the shift ratio is close to a geometric series. The present invention can be more effectively applied to an automatic transmission capable of setting a train, and the other trains of such a gear train are as follows.

5 is a fifth clutch means for selectively connecting the carrier 2C of the second planetary gear mechanism 2 and the sun gear 3C of the third planetary gear mechanism 3 of the configuration shown in FIG.
A first brake means B1 on which K5 is arranged and which can fix the sun gear 3S of the third planetary gear mechanism 3 alone, and a fourth brake means which can fix the sun gear 1S of the first planetary gear mechanism 1 alone
B4. The operation table is shown in Table 2.

Therefore, if the gear train shown in FIG. 5 is provided, the first gear sequence selected in the automatic shift mode is the first speed,
The second, third, fourth, and fifth speeds are set as the first to fifth speeds, and the second speed change stage selected in the manual shift mode is the first to fifth speeds. , 2.7th speed, 3.2th speed, 2nd speed
A gear train with any or all of the 3.5 speeds may be added.

Also, the example shown in FIG. 6 is the second of the configurations shown in FIG.
The ring gear 2R of the planetary gear mechanism 2 is connected to the ring gear 3R instead of the carrier 3C of the third planetary gear mechanism 3, and the fourth brake means B4 is eliminated, and the other configuration is the same as that shown in FIG. Things. Table 3 shows the operation table.

Also in the example shown in FIG. 6, the first gear stage is
As in each of the above embodiments, the first to fifth speeds in which the gear ratio is close to the geometric series are used, whereas the second gear stage includes the 2.2nd, 2.5th, 3.2th, 3.5th
A shift stage with any or all of the speeds may be used.

Further, as another example of the gear train capable of performing the gear shift using the gear position in which the gear ratio does not become close to the geometric series as described above, for example, Japanese Patent Application No. 1-18 has already been proposed by the present applicant.
No. 5151, Japanese Patent Application No. 1-185152, Japanese Patent Application No. 1-186991, Japanese Patent Application No. 1-186999, Japanese Patent Application No. 1-205478, Japanese Patent Application No. 1-28
Examples of the components described in the specification and drawings such as No. 0957 can be mentioned.

Effects of the Invention As described above, according to the present invention, the first gear stage selected in the automatic gear shift mode and the second gear stage selected in the manual gear shift mode have the same gear ratio in the latter gear stage. Is small, the shift in the automatic shift mode can be smoothly performed without generating a busy shift feeling, and the shift shock at the time of the manual shift can be prevented from deteriorating.

[Brief description of the drawings]

FIG. 1 is a block diagram showing an example of the basic configuration of the present invention,
2 is a schematic view of a shift lever operating mechanism, FIG. 3 is a skeleton diagram showing an example of a gear train, FIG. 4 is a flowchart showing a control routine, and FIGS. 5 and 6 are other examples of a gear train. It is a skeleton diagram which shows each. 1,2,3 ... Planetary gear mechanism, 1S, 2S, 3S ... Sun gear, 1C, 2
C, 3C carrier, 1R, 2R, 3R ring gear, 4 input shaft, 5 output shaft, 10 hydraulic control unit, 11 electronic control unit, 12 automatic transmission control unit, 13……
Shift lever, 13a: gear position selector, 14: manual gear change controller, A: automatic transmission.

Claims (1)

(57) [Claims] 1. A mode for selecting an automatic shift mode or a manual shift mode in an automatic transmission having a gear train that can be set to a plurality of shift speeds in accordance with the engagement and disengagement states of a plurality of engagement means. Selecting means, automatic shift output means for selecting a shift stage according to the running state of the vehicle in the automatic shift mode from a predetermined first shift stage and outputting a shift signal, and selecting the shift stage in the manual shift mode. Speed selection means for outputting an upshift signal and a downshift signal by manual upshift and downshift operations, respectively, based on each signal from the predetermined second gear train from the gear selection means A manual shift output means for selecting a shift speed and outputting a shift signal; and the engagement for setting a shift speed indicated by output signals from the automatic shift output means and the manual shift output means. And a hydraulic control means for supplying and discharging hydraulic pressure to and from the means, wherein a difference between the speed ratios in the second gear train is greater than a difference between the gear ratios in the first gear train. A control device for an automatic transmission, wherein each gear stage is set to be smaller.